Internal-combustion engine.



J ymd J. F. WENTWORTH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 13, 1910.

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J. F. WENTWORTH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 13. 1910.

1,205,584. Patented Nov. 21, 1916.

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J. F. WENTWORTH.

INTERNAL COMBUSTION ENGINE.

' APPLICATION FILED MAY 3. 910. 1,205,584. Patented Nov. 21, 1916.

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J. F. WENTWORTH.

INTERNAL COMBUSTION ENGINE.'

APPLICATION FILED MAY 13, I910.

Patented Nov. 21, 1916.

4 SHEETSSHEET -4 SEW JOHN E. WENTWORTH, or ROCHESTER, NEW HAMPSHIRE.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Nov. 21, 1916.

Application filed May 13, 1910. Serial No. 561,195.

To all whom it may concern Be it known that I, JOHN F. WEN'rwoR'm-r, a citizen of the United States, residing at Rochester, in the county of Strafford and State of New Hampshire, have invented a certain new and useful Internal-Combustion Engine, of which the following is a specification.

My invention relates to internal combustion engines designed to work under the conditions of a steam engine, and it has for its object to provide an engine with an efliciency greater than that of the best type of internal combustion engine with which I am familiar is capable.

The principal idea involved in my invention is to store the energy needed to start, reverse, or to maneuver, in a body of hot water, instead of compressed air, and this I accomplish by the means and mechanism hereinafter described and claimed.

In the accompanying drawings forming a part of this specification, Figure 1 is a plan view of my improved engine. Fig. 2 is a side elevation, partly in section, of the same. Fig. 3 is a detail vertical section through the starting valve. Fig. 4 is a longitudinal vertical section through the engine. Fig. 5 is a detail horizontal section on the line 55, Fig. 4. Fig. 6 is a detail horizontal section on the line 66, Fig. 4. Fig. 7 is a detail vertical section on the line 7-7, Fig. 6.

Similar letters refer to similar parts throughout all the views. I

The present type of heavy oil engines requires compressed air as a starting medium, and the standard engines start and reverse by the use of compressed air, but its use is objectionable and inconvenient by reason of its bulk when stored in quantities to supply any great amount of power, and by reason of the fact that a small leak will cause the engine to become dead until a new supply of air is furnished, from some outside source.

My invention is designed primarily to provide an element as a substitute for com-- pressed air in starting, reversing, and maneuvering an engine which may be produced quickly and supplied in constant quantities without adding inconveniently to the size of the plant, and without the employment of a cumbersome and bulky tank such as is required to store compressed air.

Referrmg to the drawings the numeral 1 represents the cylinder, 2 the cylinder head, 3 the exhaust valve, 4 the admission valve, 5 the starting valve, and '6 the fuel valve, all of which may be of the usual or any pre-' ferred type or form.

A pump 7 is provided for causing a circulation of the cooling water from a tank 8 to and through the cylinder jacket through the medium of the supply pipe 9 connecting the tank and the pump 7 and the pipe 10 connecting the pump and the water jacket, and the discharge pipe 11 leading from the water jacket to the tank, a suitable valve 12 being provided forwthe supply pipe to regulate the supply to the water jacket of the cylinder.

A fuel pump 13is provided from which leads the pipe let to the fuel valve 6, and also a feed pump 15 from which the pipe 16 leads to the steam generators, said pipe 16 being provided with a valve 16? and a branch pipe 17, leading to and connecting with a return pipe 39 and having communication through said pipe with an auxiliary boiler 18, and said pipe 17 being provided with a valve 19 to control the flow therethrough, and with a branch 20, having a valve 21, which connects with the steampipe 22 from said boiler, and a branch 23 leading to and forming a coil 2% in the combined muffler steam accumulator, and air inlet heater 25. The auxiliary boiler is or may be of any standard type of steam generator, and the heat may be applied thereto in any preferred manner. The pipe 22 is provided with a regulating valve, 22 to control the flow through said pipe. The coil 24 is located in the neck of the muffler, at which point the exhaust gases entering the muflier are hottest, whereby the water from the pump 15v may be converted into steam at high pressure before delivery to the fuel valve 6 through the pipe 28 which forms a continuation of the coil 24. The muffler 25 is composed of an outer shell 29 and an inner shell 30, the latter having a header 31 at each end, and the fire tubes 32 extending therethrough for the passage of the exhaust. gases or products of combustion'from the engine 35 which leads to said starting valve, a globe valve 36 being provided to control the passage of steam, and a safety valve 37 being also connected with said pipes.

The water surrounding the fire tubes 82 is first heated from the steam coils 38 arranged centrally of the inner shell and receiving steam from the boiler 18 through the pipe 22, the water of condensation escaping back to the boiler by the return pipe 39, both pipes 22 and 39 being provided with suitable valves, 22 and t1, respectively, whereby the steam from the boiler may be cut 0H if desired after the engine has started and the temperature of the water in the mufiier kept up by the heat from the exhaust gases passing through the fire tubes.

The air is delivered to the cylinder through the outer shell 29 and is heated first by radiation from the inner shell over which it passes and then by the heat from the exhaust gases as it passes through the neck l2 to the pipe 43 on its way to the admission valve at. The exhaust pipe ll from the engine extends through the neck t2 and is expanded to surround the coil 2%, and the steam thereby generated in said coil is used to force the fuel into the cylinder.

In Figs. 6 and 7 is shown in detail the arrangement of the fuel valve and in which 14 is the pipe from the fuel pump, 28 the steam pipe, e5 the controlling valve seat, &6 the stem of the needle valve, 48 a shoulder or collar on the stem of the valve, if) a coiled spring surrounding the valve stem to cause the valve to return to its seat, 50 the bell crank lever engaging the collar 48 to unseat the valve, 51 the rod connecting the arm of the bell crank lever with the valve cams to operate the valve, 52 an obstructed or tortuous passage formed in the oil receiving chamber and designed to prevent the fuel from being blown into the cylinder in a solid slug, 53 packing to prevent leakage of steam, and 54- the pivot for the bell crank 1ever. The starting and controlling lever 69 is pivoted on a stub shaft 70 secured to the frame. This lever, 69, changes the operation of the engine by sliding the cam sleeve along the cam shaft 61 to present a. diflerent set of cams 62 to the rollers at the ends of the four tappet rods. The piston 71 is connected to the wrist pin of the connecting rod 56 mounted on the crank shaft 57, which carries the fly wheels 58. A pinion wheel 59 on the shaft 57 meshes with a larger gear wheel 60 mounted on the cam shaft 61 on which are secured the cams 62, the latter being of the ordinary type used on internal combustion engines. The rods 63-and 6e connected to cross heads or rockers 65 and 66, respectively, and having their lower ends engaging the valve cams operate the admission valve 4, and the exhaust valve 3, respectively, through their stems 6'7 and 68, re-

spectively, while the starting valve 5 is operated by the lever 73 through the rod 72 which is in engagement with the proper cam 62, in the usual manner.

In operation steam is generated in boiler,

18 and passes through'thepipe 22 to the steam coils 38 arranged in the inner shell 30 and thereby raising the temperature of the water in said shell 30 above the boiling point. From the shell 30 the steam is admitted to the starting valve 5 through the pipe 35. The steam thus admit-ted acts similar to compressed air and'starts the engine; fuel is admitted through the pipel t to the valve 6 and steam is admitted to the same valve through the pipe 28 leading from the coil 2%, and heated air is fed through pipe 43 to the valve 4. Steam to inject the fuel may be delivered from the boiler 18 through the pipes 22, 20 and 23 through the coil 2i and through pipe 28 to the fuel valve when the boiler is fed through the pipes 16 and 17 from the feed pump and valve 16 is closed.

In starting a single cylinder engine of this type the proper starting cams must be moved to engage the roller at the end of rod 72, this being done by means of the lever 69 and its connecting links, and the engine is then given a part of a revolution till steam is admitted to the cylinder by the starting valve 5. In multiple cylinder engines inspection will show which piston is nearest the top of the cylinder on the down stroke and the engine can be started by lifting the starting valve by hand. Or steam by-passes may be provided to each cylinder and the engine may be started by opening the throttle valve on the by-pass leading to the proper cylinder.

Having thus described my invention, what I claim is 1. The combination with an internal combustion engine, comprising starting and fuel valves, of a reservoir provided with heating surface for heating water to a temperature corresponding with a fair working steam pressure, a pipe leading from the space above the water line in said reservoir to the starting valve, whereby the said engine may be started and reversed by the saturated steam generated by a reduction in pressure in said reservoir, .and a high presinc sure steam boiler connected with the fuel I thereof from the heat of the exhaust gases from the engine.

2. The combination, with an internal combustion engine having conventional admission exhaust and starting valves, of means may be derived from the energy stored in 10 for starting and maneuvering said engine, the hot Water in said secondary genera-tor.

said means consisting of a primary steam In testimony whereof, I afiix my signagenerator and a secondary steam generator ture, in the presence of two Witnesses.

in which water is heated from the energy generated in the primary generator, and a JOHN WENTWORTH' pipe connecting the steam space of the sec- WVitnesses:

ondary generator with the starting valve, JAMES F. BURKE,

whereby the energy for starting said engine HUGH V. TRACY.

Goples of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

- Washington, D. C. 

